Summary In clear weather on 22 May 2002, the Vaasaborg was proceeding upbound in the St.Lawrence River, bound for Menominee, Michigan, United States. The pilot had just reported that the vessel was at the calling-in point of le des Barques when he noticed that the course remained unchanged after a course-set adjustment of one degree on the autopilot. When a second attempt was made by the pilot to alter the course, the bow was observed to sheer abruptly to starboard. Attempts to turn the helm to port were delayed. Full astern was ordered and the officer of the watch was tasked to let go the anchor. At 1005, the vessel ran aground on the north side of the channel off le de Grce. Attempts to refloat the vessel were not successful until the vessel had been lightened, and on 29 May 2002, the Vaasaborg was refloated. No pollution, injury, or major damage resulted from this occurrence. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessel Description of the Vessel Photo1. Vaasaborg aground. The vessel was refloated after lightening the cargo by some 1800metric tons. The Vaasaborg is a small general cargo vessel with two cargo holds forward of the accommodation. A mobile gantry crane on rails handles the hatch covers and other ship-related tasks. The machinery space and accommodation are located aft. Description of the Wheelhouse The wheelhouse is located on top of the narrow accommodation superstructure. It is equipped with an integrated bridge system (IBS). There is a captain-style chair on each side of the central console. Each station has a radar monitor, but there is no electronic chart system (ECS) available. The central manoeuvring console has, among other controls, an echo sounder, two very high frequency radio units, an interphone control panel, a propelling machinery control panel, two remote steering control units, an autopilot control panel, and a remote override steering panel. The steering control and gyro pilot stand is located aft of this central console. There are four rudder angle indicators: one on the deckhead in the centre of the wheelhouse, one that is part of the autopilot display panel, and one on each of the bridge wings in way of the doors. History of the Voyage On 06 May 2002, the Vaasaborg departed Kotka, Finland, with a cargo of wood pulp bound for Menominee, Michigan, United States. On 22 May 2002 at 0755 eastern daylight time,2 off the Pointe des Ormes pilot station, the Trois-Rivires-to-Montral pilot boarded the vessel. On his way to the bridge, the disembarking Qubec-to-Trois-Rivires pilot informed him that the gyro error was 4 low and that the vessel had a cruising speed of 14knots. Upon the pilot's arrival on the bridge, a pilot/master exchange was carried out, which included an understanding that the pilot would use the autopilot to steer the vessel. The master showed the pilot the basic functions of the autopilot, given that the pilot was unfamiliar with this particular model. More specifically, the master informed the pilot that the autopilot membrane keys inscribed with an arrow will change course 1 and the turn knob in the centre will make changes. The pilot assumed the conduct of the vessel. He then put the engine-telegraph to full ahead and proceeded to pilot the vessel towards Montral, Quebec, using the autopilot to steer the vessel. When the vessel was approaching le des Barques and near buoyS120, the pilot observed the Canadian Coast Guard Ship F.C.G.Smithcarrying out soundings on the Sainte-Anne-de-Sorel course (232True). In order to clear this vessel, the pilot manoeuvred the Vaasaborg to starboard towards the north side of the channel and, once clear of it, manoeuvred the vessel to port to come back to the centre of the channel. The vessel's position was reported to the Marine Communications and Traffic Services, at calling-in point No.21, at approximately 0959. By observation of the Sainte-Anne-de-Sorel beacons, the pilot assessed that the vessel was slightly to the south of the centre of the channel. He attempted to adjust the course from 229 to 230; the set course reading was observed to remain on 229. He inadvertently activated the Trim Man control (C) and activated the right arrow key once. However, the set course reading was observed to remain at 229. At this time, the pilot pushed repeatedly on an autopilot membrane key and the vessel started to swing to starboard. The pilot advised the officer of the watch (OOW) that the autopilot did not appear to be responding. The OOW then manipulated the autopilot controls to correct the situation, but without success. Thereafter, the OOW switched to hand steering control and started the second steering pump. By this time, the vessel had swung off course some 80 to starboard. The pilot put the engine-telegraph astern. The master was in the ship's office and felt the vessel list to port. He immediately ran to the bridge. Upon his arrival, he saw the rudder angle indicator showing that the rudder was moving from hard-a-starboard to port; he put the engine-telegraph to zero (stop) and then astern. The master ordered the OOW to go to anchor stations. Notwithstanding these actions, at approximately 1005, at a speed over the ground of 11.6knots, the vessel ran aground outside the north side of the channel, off le de Grce. The vessel came to rest in position 4604'30N, 07301'54W, on a heading of 310.5Gyro (see Figure1 and AppendixA). Figure1. Sketch of the area of grounding Salvage Operations Several unsuccessful attempts were made to refloat the vessel with the assistance of tugs. On 30May2002, the vessel was refloated after unloading 1816 metric tons of cargo. The Vaasaborg proceeded down river to the port of Bcancour, Quebec, to undergo an underwater survey and to reload her cargo. No damage was apparent and, on 31May2002, she resumed her voyage to Menominee, Michigan, United States. Autopilot Control Panel The steering gear of the Vaasaborg can be controlled automatically by an Anschutz, PilotstarD, TypeAP01-S01, autopilot.3 The main control panel is found on the central console near the starboard captain's chair. It is fitted with a liquid crystal display (LCD) screen, a membrane keyboard, and a rotary knob (seePhoto2). The LCD screen is divided into two logic fields of application (that is, a monitoring field on the left and an operating field on the right). In the monitoring field, a gyro-heading reading and several operational adjustment parameters are displayed. The operating field has a mimic indicator for off track and off course, a set course reading and a helm indicator with membrane keys (A, B, C, D and F) to select active mode, as well as a rotary knob (E) for set course preselection. Photo2. Autopilot control panel Function key Auto On/Off (A) activates the course control at cruising speeds. Function key Track (B) activates the track control from way point to way point. Function Key Trim Man (C) has a dual function: When the key is pressed once, the autopilot system changes over to manual control. Course and track controls are deactivated. The rudder limitation (the number of degrees to which rudder movement is limited while in autopilot mode) is cancelled, and the rudder position reset to 0. In this mode, the rudder position (helm) is now set manually using the arrow keys (D and F) or the rotary knob (E). In other words, the system then behaves as a non-follow-up (NFU) unit. When the key is pressed a second time, it will activate the course control/TRIM. In that mode, by using the rotary knob, a new course can be set. When using the arrows, the trim of the rudder can be preset to compensate for the drift effect or strong unbalance. However, according to the user manual, this should be done only when the vessel is proceeding at reduced speed. Operation of the Steering Gear The steering gear is an electro-hydraulic system composed of two rams and powered by two identical pump units. The rudder can attain an angle of 45 to port as well as to starboard, and can be steered with the autopilot from the bridge manually or automatically. Manual mode is accomplished by means of a follow-up (FU)4 wheel, which is located at the steering control stand aft of the central console. For an NFU5 operation, there are, on each side of the central console, two joysticks at remote steering control units. To override the remote control units in case of emergency, there is also a full-follow-up (FFU) joystick at the after part of the central console in way of the steering control stand. Up until the time of the steering emergency, one pump unit was running the steering gear. The autopilot was extensively tested after the occurrence and found to function normally. Prior to the occurrence, it had also functioned as designed. Bridge Complement According to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 (STCW), as amended in 1995: Administrations shall direct the attention of companies, masters, chief engineers, officers and all watchkeeping personnel to the requirements, principles and guidance set out in the STCW Code, which shall be observed to ensure that a safe continuous watch or watches appropriate to the prevailing circumstances and conditions are maintained in all seagoing ships at all times.6 The STCW also stipulates that, [t]he officer in charge of the navigational watch may be the sole lookout. . ., but: The duties of the look-out and helmsman are separate and the helmsman shall not be considered to be the look-out while steering, except in small ships where an unobstructed all-round view is provided at the steering position and there is no impairment of night vision or other impediment to the keeping of a proper look-out. When deciding the composition of the watch on the bridge, which may include appropriately qualified ratings, the following factors, interalia, shall be taken into account: any unusual demands on the navigational watch that may arise as a result of special operating circumstances.7 any unusual demands on the navigational watch that may arise as a result of special operating circumstances.7 The STCW does not specifically refer to additional personnel, as this is left to the discretion of the individual administration. The Wagenborg fleet manual stipulates that:8 The master is to ensure that the bridge is adequately manned for maintaining a safe navigational watch. During daylight at sea, under normal conditions, only the officer of the watch on the bridge is usually considered sufficient. In reduced visibility, in bad weather, when navigating in ice or congested or restricted waters and at all times during darkness, at least also a look out should be on the bridge, who can also take the helm in an emergency. It is at the discretion of the master to increase the number of officers and rating on the bridge when he considers it necessary in the prevailing circumstances and conditions. However, for a Canadian vessel of similar size, the requirements under sections38, 39and 40of the Crewing Regulations are more specific, requiring two persons adequately trained for watchkeeping duties.In the case of the Vaasaborg, the OOW and the pilot formed the bridge team. The pilot made course alterations using the autopilot control. The master visited the bridge every so often. No helmsman was on duty.